Engine



' Patented may 23, |899.

No. 625,47l.

E N G l N E.

(Application led June 6, 1898.)

2 Sheets-Sheet I.

@No Model.)

Patented May 23,1899..

2 Sheets-Sheet 2.

E N G l N E.

(Application led June 6, 1898.]

W.v H. SCOTT.

No. 625,47s.

(No ModeL) s L j? W YM: Nonms Pm'ms co, Mom-nwo.. wAsHmc'roN. u. c.

UNITED STATES PATENT OFFICE.

VILLIAIWI H. SCOTT, OF ST. LOUIS, MISSOURI.

ENGINE.

SPECIFICATION forming part of Letters Patent No. 625,471, dated May 23, 1899.

Application flied Julie 6, 1898. Serial No. 682,645. (No model.)

To all whom, it may concer/1,:

Be it known that I, WILLIAM H. Soorr, a citizen of the United States,residing at the city of St. Louis, State of Missouri, have invented a certain new and useful Improvement in Engines, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming #part of this specification, in which- Figure 1 is a vertical longitudinal sectional view through my improved engine. Fig. 2 is a horizontal sectional view of the same, and Figs. 3, 4, 5, and 6 are diagrammatic views illustrating the engine in its different positions.

This invention relates to a new and useful improvement in engines of that type wherein pistons are arranged at right angles to each other, said pistons operating in suitable cylinders, into and from the ends of which is admitted and exhausted the motive fluid which causes the vertical piston to move practically in a circle, thus communicating rotary motion to a crank-shaft, upon which said vertical piston is mounted. The closed cylinder for the vertical piston has two openended cylinders projecting from each side, which lateral cylinders cooperate with two horizontally-arranged plungers or fixed pistons. This particular type of engine is not broadly new. In the patent to Newall and Blyth, No. 441,578, of April 16, 1889, is shown such a type of engine, in which a hollow ported crank admits and exhausts pressure to and from the different ends of the cylinders. Another adaptation of this type of engine is illustrated in the patent to Tower, No. 444,259, of January 6, 1891, wherein rotary valves are oscillated to admit and exhaust pressure to and from the ends of the several cylinders.

An object of this present invention is to dispense with the use of separate valves for the cylinders, as shown in the above two patents, and to provide suitable ports to cooperate with the pistons in the cylinders, whereby said pistons act as valves to admit and exhaust pressure to and from the ends of their associate cylinders.

Another object is to provide suitable ports which conduct the motive iluid to the ends of the cylinders, whereby full pressure is admitted to the cylinders for such time as the pressure may be effective, after which the pressure is exhausted, giving the same full time for such exhaust. The full area of the ends of the pistons is susceptible to pressure during such period of time as the pressure may be effective thereon. Thus the full working capacity of the engine is developed, and there is no back kick or halting in its work.

With these objects in view the invention consists in the construction, arrangement, and combination of the several parts, all as will hereinafter be described, and pointed out in the claims.

In the drawings, A indicates a suitable casing, through the upper portion of which are preferably formed ports, leading from a supply-pipe B into and through plungers or iixed pistons C and C', mounted on suitable heads D and D', bolted to the sides of the casing.

E indicates a crank-shaft mounted in suitable bearings to one sideof the vcasing A, on the crank-pin of which is carried a doubleheaded piston F, which I shall term the vertical piston. This vertical piston operates in a closed cylinder G, from the sides of which extend open-ended cylinders H and H', cooperating with the plungers or lixed pistons C and O, respectively. Plungers or fixed pistons C and C are provided with two packingrings c, between which are arranged openings for the passage of fluid into that portion of the open-ended cylinders H and H between said packing-rings. The vertical piston F is likewise provided with two packing-rings f at its upper and lower ends, between which are formed spaces, 'which are practically filled with pressure at all times.

Ports 1 and 1a lead from the ends of cylinders H and H to the upper and lower cham- 'bers of the cylinder for the vertical piston.

These ports admit and exhaust pressure to and from the ends of the vertical piston.

Ports 2 and 2a lead from cylinders H and l-I to the vertical cylinder between the rings fon the ends of said vertical piston, whereby steam-pressure is constantly in said ports and in the space between said rings.

Ports 8 and 3 lead from the inner ends of cylinders H and H into the cylinder for the IOO vertical piston. The inner rings f on the ver- Atical piston coperate with ports 3 and 3 to vviews illustrate the position of the parts between quarters-that is, the crank-shaft is at an angle of forty-tive degrees and in four different positions in the four views. In Fig. 3 the pressure is entering through the two plu ngers C and C and iills the space between the packing-rings on the inner ends of said plungers. Through the ports 2 and 2a the pressure enters into the spaces 4 between the packing-rings on the vertical piston, which spaces 4 are in constant communication with the live pressure. The pressure is admitted to the top of the vertical piston, forcing the same downward. At the same time pressure from lower chamber 4, through port 3, against the plunger C, forces the movable parts laterally to the left. The chamber at the lower end of the vertical piston is exhausting now through port la and the open end of cylinder H into casing A, when said exhaust steam is carried away by a suitable pipe 00. In front of plunger C the chamber is exhausting through port 3, the space between the inner rings on the vertically-movable piston, and out through an opening g in the cylinder G, through which the crank-pin passes, as is well understood. When in the housing or casing A, this steam can be led through pipe to the exterior or any desirable point. 4The engine is moving in the direction of the arrows shown in the figures, andthe next position between quarters is that illustrated in Fig. 4, wherein it will be seen that the space in front of plunger C is now exhausting and the live steam is being admitted to the chamber in front of plunger C'. With respect to the vertical piston its upper end is still receiving pressure, while its lower end is still exhausting. The next position is shown in Fig. 5, where the opposite plungers are receiving and exhausting, as in Fig. 4; but the outer ring c on plunger C has passed port l, so that pressure is now being admitted beneath the vertical piston, while the outer ring on plunger C has passed inside the port 1, so that the chamber above the vertical piston is being exhausted. Fig. 6 shows the next position, in which the vertical piston is being moved upward, the pressure being exhausted from its upper end and admitted to its lower end, while pressure is also being admitted in front of plunger C and is being exhausted in front of plunger C.

From the above it will be seen that the vertical piston carries spaces constantly open to steam pressure. The plungers also carry spaces constantly open to steam-pressure. Through the medium of the outer rings on the plungers cooperating with the ports l and la pressure is alternately admitted and exhausted to and from the ends of the vertical piston, and through the medium of the inner rings f on the vertical piston coperatin g with the ports 3 and 3a pressure is alternately admitted and exhausted to and from the chambers in front of the plungers C and C', the plungers thus acting as valves for the vertical piston and the vertical piston acting as a valve for the lateral plungers.

The construction is simple and cheap, and the surface areas at the ends of the vertical piston and plungers are exposed to active pressure as long as such pressure is eective, and when such pressure is no longer eective it is exhausted, being given a length of time corresponding to its admission. By reason of this the engine is perfectly balanced and will run smoothly, utilizing the full extent of the exposed piston areas and developing considerable power, there being absolutely nothing in the construction to retard the movement of th'e engine in the direction in which it is to rotate. Furthermore, there are no dead-centers, and upon the admission of the steam through the plungers C and C the e11- gine is self-starting.

I am aware that minor changes in the construction, arrangement, and combination of the several parts of my engine can be made and substituted for those herein shown and described without in the least departing from the nature and principle of my invention.

'Having thus described my invention, what I claim, and desire to secure by Letters Patent, is-

l. In an engine, the combination with a housing having fixed inwardly-projectinghollow pistons, of packing-rings on said pistons between which fluid-pressure is constantly present, open -ended cylinders fitting over said pistons and provided with suitable ports, a vertical cylinder between said open-ended cylinders, into the ends of which vertical cylinder lead ports from the open-ended cylinders, ports 2 and 2 which are constantly open to the pressure between the rings on said fixed pistons, a vertical piston mounted in the vertical cylinder and formed with steam-spaces which are constantly open to ports 2 and 2, ports 3 and 3 which lead from the inner ends of the open-ended cylinders into the vertical cylinder, and a crank-shaft upon which the vertical piston is mounted, substantially as described.

2. The combination with fixed pistons formed with live-steam spaces therearound, of open-ended cylinders arranged thereon, a closed cylinder arranged at right angles to said open-ended cylinders and between theV same, a piston 'in said closed cylinder, carrying live-steamv spaces at its ends, which are in constant communication with the steamspaces of the ixed pistons, a crank-shaft upon which said piston is mounted, and suitable port arrangements, whereby the fixed pistons act as valves for the vertical piston, steam from their spaces driving the vertical piston,

IOS

ing from the cylinder H to the lower end of v closed cylinder G, ports 2 and 2?' which are constantly open to steam-pressure and lead from the cylinders H and H to the closed cylinder G, a piston in said closed cylinder carryin g rings between which ports 2 and 2a lead, respectively, to supply spaces between said rings with duid-pressure, ports 3 and 3 which lead from the inner ends of the open-ended cylinders and coperate with the inner rings on the piston in the closed cylinder, and a crank-shaft on which said piston in the closed cylinder is mounted, substantially as described.

In testimony whereof I hereunto afix vmy signature, in the presence of two witnesses, this 21st day of May, 1898.

WILLIAM H. SCOTT.

Witnesses:

F. R. CORNWALL, WM. H. SCOTT. 

